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ATC here. Had it happen once with a single engine cessna. Heart rate goes from 60-160 in a second. I couldn't imagine hearing that from a commercial flight. Luckily in my situation it worked out just as well. Guy was losing his engine asked him if he checked his carb heat, he turned it on and continued on. But that initial call is pretty jarring.
Tower acknowledges that they have requested emergency equipment. Then a couple/few minutes later, the same question is asked. So someone wasn't paying attention or forgot that they had requested the emergency equipment.
And ATC not knowing what they’re dealing with up there. Is the pilot just a little inexperienced and not handling anxiety well? Or are pilot’s experiencing literal hell on earth? So ATC has to swallow their own fear and just be calm voice.
I was on a Southwest flight from Atlanta to Tampa several years ago. We were cruising at 37k feet when the flight attendant announced that the Captain had tole her that there was a cabin pressurization problem, and that the masks would shortly drop from the ceiling. “When they do PUT THEM ON!” Sure enough, shortly after there was a loud bang and the masks dropped. It takes a while to descend to 10,000 feet. We diverted to Tallahassee where the pilot bought pizza for everyone while we waited for a replacement plane (3 hours). By the time we got to Tampa I had an emailed refund for the flight and a $200 voucher. Great response from SW.
My son flies for SW and luckily so far has not had an IFE, but when he was USAF flying KC-135 tankers they had to divert to Iceland during a trans-Atlantic flight for this exact same reason - loss of pressurization.
thats funny, I had a safety problem on a Air canada flight as well, and then they cited "safety problem" as the reason why they wouldn't reimburse me anything. what a joke
Just a note for nervous fliers.. on modern aircraft with modern training, loss of pressurization is easily manageable. If you ever get in this situation it might be scary and they will point the aircraft down more than seems good, but they're just reaching 10k miles as quickly as possible to avoid issues with medically frail passengers. Rapid but consistent descent is actually a good sign, it means the pilots are in complete control.
Cabin pressure is not particularly important for flight, it's important for health over an extended period of time. The pilots have different masks than passengers that can sustain them in excellent health for extended periods. Passenger masks are for short term use and technically unnecessary (for long term health) with the rapid descent the pilots will perform.
You may have read about pressurization accidents in the past. But so have airlines, and they've spent millions learning from them. Pilots sim loss of pressurization many, many hours each year and if their mask drops you'd be shocked how quickly they have it on. If the pilots have masks on and a working engine, you're going to be fine.
the first rule of the "Hitch hiker's guide to the galaxy"....well the second after "do you know where your towel is" is written right on the front "Don't Panic" it's something that you learn in survival, panicking uses more oxygen and ramps up your adrenaline, making it harder to think clearly.
@@Kafj302 What a great movie reference. I’m former LE and have done survival training. You’re absolutely correct…when people panic, people can die/get injured. It’s still amazing to me when these situations occur. The History Buff channel covers this for the movie Apollo 13. When the part comes up with all the alarms and explosions happening in the movie, the radio chatter is chaotic. Hollywood had to make it extremely dramatic because it was the complete opposite. The actual radio conversation between the astronauts and Houston was quite boring and calm. Thank you for interacting.
It is possible because they are very well trained in flying, radio communications and simulated emergencies. When you are well trained you can have the calmness
Through a series of unfortunate events lol, I was on this flight. It wasn’t as bad as you might be thinking, the oxygen masks didn’t come out of the ceiling but I do remember the excellent job by the cabin crew of keeping everyone calm and informed. Since the masks didn’t come down, it did help the anxiety quite a bit. I still wondered if this was it for me for most of it anyhow (I’m at best a nervous flyer.) It was like a month later that the titan submersible was lost and I was just glad it didn’t happen the month before or else I might have been screaming like a little girl. Lol. American Airlines was just as nice as they could be. I felt like hugging the Captain when we deplaned. He looked Sully like, you know? Central casting for an airline pilot. And he just looked like the emergency was just routine. No biggie. Haven’t been on a plane since but hopefully will be ok to fly again lol. Like I said, nervous flyer. Whew.
I would hsve bern tempted if I was stewardess to pull them fown okay it fidnt get to that pressure inside cabin but after bring mums carer and as a teenager msny moons back in St John's ambulance an ideal body oxygen level is 90%,anything under 85% heeds oxygen elderly children under 6 older children eith heslth isdues adults eith lung snd heart sndxsttojeviddues need oxygen more thsn other in these circumstances proberly pregnant women in last trimester the elderly So that ptoberly covers 3/4 of planecpaseengers . Do if id bern stewardess id deployed them gor the passengers better to fo thatvygen have a compensation claim vos donrones gad a heart attack dttoje bad asthma attsck
Aviate, Navigate, Communicate. In that order, in an emergency. That's why you might not hear from an aircraft in distress immediately since the pilots have to prioritise flying the aircraft first and diagnosing the problem, they'll talk to you when they can.
I had the same situation single pilot FL320 lost complete pressurization. Boston center was great, I just told them I was rapidly descending to 10,000 ft and they instantly knew what was going on got everyone out of my way and didnt ask questions until I was level.
It's pretty amazing sometimes these controllers don't have like an understanding of what is going on. It's pretty clear right off the bat that they have a pressurization problem and they need to descend. And when they ask for a diversion to fort Myers their intention is probably to land in fort Myers.
@MrLabbott Never assume. In emergencies, you always want the clearest, most definitive answer possible, as soon as possible. And double-check periodically, because circumstances change rapidly and you may not have been informed.
Transferring between 4 controllers and frequencies in the middle of an emergency is terrifying to me. This is why I am glad that trained professionals fly these things.
It's why I'm glad there's two trained Professionals in that plane. The idiots that want to save on pilot by only putting One Pilot in a plane should be on this flight.
@@RowanHawkins To be fair there are plenty of single pilot operated passenger flights around the world every day. Having said that, listening to ATC broadcasts really convinced me that once you start getting to dozens of passengers or more with pressurised aircraft. Two pilots is a reasonable minimum during Take Off, Ascent, Descent, and Landing. It even gets highlighted with the terminology not being Pilot and Co-Pilot but Pilot Flying and Pilot Monitoring. The Pilot Monitoring is pretty much dedicated to radios and general plane systems. I can see an argument for a single pilot for long haul once established in the cruise. But for the start and end phases of flight it really has to be two. Even some agencies looking into it are only looking at that long haul cruise section right now.
I was in the fire service for a number of years and in a situation like that they either moved all other radio traffic to a different channel and kept the mayday where they were. You would think there would be an emergency center frequency that they could change the flight to and that would isolate the mayday aircraft and allow the center to talk them through the entire process without additional changes.
@@jhartlov My best guess is some combination of they don't have enough controllers to just keep one on standby for emergencies the whole time, and as it moves through different stages of the approach the controller in charge of that section of the approach and any other pilots need to hear so they know what the emergency plane is doing. It may be more about letting everyone else know to stay out of their way more than about their workload. Also, there is a frequency called GUARD that is always monitored by basically everyone that could probably function like that. Not a pilot, just know a bit about these things.
Slow pressurization leaks are most commonly caused by the cargo bin thresholds being dented by beltloaders. When I was a ramp agent, we were trained extensively to leave a small gap between plane and beltloader to prevent it, and during our walk around prior to pushback, any dent in the threshold needed to be reported to the captain and our supervisor.
@YuriRosas_ Boeing 737 aircraft cargo bins are indeed pressurized. The full fuselage is the pressure vessel, it doesn't magically stop at the cabin floor.
As a former loadmaster, you're not taking any equipment near the jet without me having eyes on it. Even damage damage on a pressurized door can result in structural failure.
If they want to, these things go down FAST! Friend of mine was on a flight across Europe when suddenly the pilot pitched down, full airbrakes out, engines to idle. Reason? Medical emergency, cardiac arrest🥶. She (herself a private pilot) was nervous😅. Stated: it felt like falling out of the sky, but controlled. From FL 340 to touchdown was exactly 12 minutes😵💫😵💫
@@V1AbortV2 LOL? And men lack the judgment of their own abilities, that’s why so many men fly after their age where they shouldn’t be sitting behind the yoke anymore. Get out of here with those sexist comments! Apart from it just being absolutely sexist, she was on that plane as a passenger.
@@392chop8 Statisticallty, women get into less accidents. Female pilots have crashed far fewer aircrafts than men aswell, get the fuck out with that sexist shit😂 statements like that just prove youre parroting your sexist communitys comments rather than thinking for yoursefl
Those few silent seconds without the response from American are incredibly tense. Good job on those pilots and the ATC as well as the other pilots mentioning American’s most recent call. Glad they’re okay and G-d Bless Them, Amen 🙏
When you hear silence during a Mayday situation, just keep in mind that a pilot's priorities are, in order of priority 1) Aviate -fly the plane, 2) Navigate - figure out where you are and where you're headed, and 3) Communicate -talk with the controller. I was surprised at how often the controllers asked questions, especially when they got the answer only to have the next guy ask the same thing again.
@@JGlaister When the Mayday call is transferred from the first center to the next one to the destination for the Mayday plane is enroute, are the audios from one center to the next immediately available, & if not, why not?
Props to the ATC knowing excatly how to be as specific as possible and yet not giving way too much information. Rapid decompression is super high workload for the pilots for at least the first few minutes of the rapid decent.
As someone who’s terrified of flying it gives a lot of comfort to hear how professional and level headed these pilots and ATCs were. All those numbers and information in 4 dimensions said clearly and concisely. Awesome people 👍🏼
It does give some added confidence in the system so that's good. It's a shame so many are afraid to fly to the point it's almost debilitating. So much safer than any other form of transportation. I worked for a major years ago but now we strictly drive since we bought a sprinter type van to visit family across country. We avoid flying for many reasons, none of which are safety related but we also now have more time to take a scenic route. I hope you're looking forward to your next flight without any reservations, pardon the lame pun.
@@vanlifeonthego6684 🤣 pun made me laugh out loud! Thank you for the comment. I live in Ireland so whilst I hope one day to travel across the US by Amtrak and Europe and Asia by the many great rail services I will no doubt have to take a flight at some stage (or a two week cruise and that’s just as scary to me!) I’ve been terrified since childhood for no reason that I can recall but perhaps I saw a frightening movie or something. Videos like this really do help me to think rationally instead of pie in the sky (oops I did it too! 🤣) worst case scenario terms. I’ve also watched videos specifically aimed at fearful flyers and one thing has always stuck out as it made me laugh so hard - turbulence has always worried me. The thought you could end up in an “air pocket” and kablamo, you’re done for! This one guy explained there is no such thing. We dont walk around on the street and suddenly find ourselves in an air pocket gasping for breath! Understanding more means I will get on a plane again because life’s too short miss out on a beautiful world and I know I’m more likely to die every day I drive my car. Incidentally, hubby and I long to buy a van to convert and take some road trips across Europe. Enjoy the van and scenery. Safe travels 👍🏼
This is why pilots do as much training as they do. Yes it's for regular stuff like takeoff and landings, but it's the 1 in a million situations they're trying to address. Just look the movie "Sully". It's this type of situations that all the normal stuff is almost reflex so they can give more attention to the actual problem, and get everyone safely on the ground.
If you have ever been the contoller in this kind of situation you might understand why a controller might not sound calm. Each person reacts differently.
The masks (also known as the rubber jungle) are designed to sustain life, just enough oxygen to keep you alive but not necessarily conscious. They deploy automatically when the cabin altitude hits 10,000 feet. . . Which constitutes a medical emergency, thats why Center wanted to know. The time of useful consciousness at 32,000 feet is barely under half a minute. Kudos to the pilots who nosed it over, put on their masks and then declared mayday x3. They kept the cabin from reaching 10k feet, by the book. . . and yes Center is intrusive, but they have to get as much information as soon as they can, in case things don’t go so well. . . Good Pilots, you could hear the youth in their voices.
Actually, the reason fire wants to know if the passenger masks deployed is because it is a potential fire hazard to open the door with the masks deployed and the oxygen candles burning. The pilots are, of course, on masks connected to oxygen tanks.
@@N1120A so, just assume that the masks have deployed, and if you later discover they haven’t, no problem. Asking the pilots to confirm something they can’t see from the flight deck, every three minutes is just interference.
As a flight attendant, all i can say is thank God. I secretly pray every time we take off in particular and land. Well done ATC! The TUC is limited for all, terrifying because its generally gradual and don't realize. The crew cares more than most realize about safety. We want nothing more than get there safely too.
@@Shaladash But sure you can. In your view, he created us knowing that human would make that error, surely!? But anyway, then you cannot credit him for a human saving the situation either. Double standards: sumtin good happens, god diddit; sumtin bad, not his fault.
Especially the gap between the Mayday call and the ATC confirming who was calling. I can't imagine what was going through his head right then. Seconds must have felt like minutes.
I was on a AA plane that did an emergency descent due to the pressurization pump (or whatever it is called) failing. We never actually lost pressurization. It seemed to concern the stewardesses but I didn't even know what was going on.
That's ideal. In the event the masks drop, the ride to 10,000 feet will be dictated by the operational limits of the aircraft. I've never done it, but Kelsey on 74 Gear likens it to being on NASA's specially equipped 737 known affectionately as the "Vomit Comet." It affords the ability to operate in a briefly sustained zero-G environment without the expense of rockets. I think the word he used was "unsettling," and this is from a guy who flies 747s for a living. 😅 Glad you're alive to tell the tale. I always like first-hand accounts, even if they're not worthy of a documentary. Sometimes, a boring ending is a good thing.
@@DukeStarbuckle The stewardess said I looked distressed over the rapid descent and offered me another drink without me asking. I didn't even notice we were in a rapid descent. So I guess American Airlines or Alcoholics Anonymous would be correct :)
@@devinthierault That's tricky. As long as the maneuvers stay within a certain margin of 1g, the concept of "inertial reference frame" kicks in once you acclimate. The problem with an emergency descent is that it typically doesn't last long enough to reach equilibrium, and you're experiencing a pressure gradient as well as experiencing lowered G forces. In a descent at 17 degrees nose down (which is where an Airbus will limit pitch under Normal Law), you're going to feel like you're on a roller coaster, except you're going to be on one with a roughly 20,000 foot first hill. NASA has a specially equipped (I wanna say 737) jet with a padded passenger compartment known as the Vomit Comet, used to simulate 0g by climbing and then descending rapidly; I imagine the sensation would be similar, although not necessarily as severe, as the goal of an emergency descent is to get to 10,000 feet in less than the time it takes supplemental oxygen to run out, and not to make everyone weightless for a minute or so at a time. I wish I had a better answer, but the OP here has experienced it and I haven't, so it's educated speculation on my part.
omg same. I had to come to the comments to see if anyone felt that way also! I understand people trying to speak clearly, but he seemed to be just talking so slowly.. It was stressful listening to it
It does, and the sporadic problems with communications didn't help at all. But - it was essential that ATC learned what was going on so they could best direct and assist the American 329 flight crew.
Also, in these situations pilots are taught to aviate, navigate, then communicate if they can spare the mental load. If the pilots don't respond, they're busy.
From Cincinnati to Kansas City on a small jet. Delta puddle jumper. Was over St. Louis when we did a hard u-turn and a steep dive. The pilot told us that the plane was losing hydraulics and we needed to land now. Luckily we just passed Lindbergh. All I could do was think of my family. Caught a Southwest home.
Man! Imagine you are sitting at you desk, it is a chill day, and you are handling business for your customers when all of the sudden, one of your customers says they have an emergency that may cost them their lives and the lives of another 100+ people. And you have to help them!!! And stay calm, give them useful information and keep your other customers out of their way. Sheesh!!! The life of an air traffic controller can be intense.
I remember when i was younger (by about 20 years) and flying on a bae146 from manchester to the continent. We had an engine failure and pressurisation failure and until i performed my own emergency decent in training 10 years later i hadnt felt that push over. All the bits on the floor becoming airbourne. That pilot really pushed that little 146 over.
Ive seen a lot of these kinds of videos, the alarms going off in the background dont happen often but when they do its like someone flipped an anxiety switch, you know shit is getting real.
Even though this already happened and a good outcome resulted, I still begin rapid breathing and start to sweat hearing the alarms in the background while declaring and descending.
Good stuff. I was an ARTCC Comm tech back in the day... one of my jobs was dubbing off audio recordings from the master tapes for accident investigations. This was handled well, though maybe more of a pan-pan.
7:23 OK guys, stupid question but I have never heard of this before and I don’t watch these videos much unless I possibly have a trip planned that requires flying but what is the pilot requesting when he asks for “direct to GRITT?
There are specific waypoints along a flight path, locations planes navigate to along a path from one airport to another. These waypoints have unique names. Once they reach one waypoint they navigate to the next until they are directed to their final airport destination. Sometimes pilots are told "cleared direct (waypoint name) which means they can navigate to that waypoint from wherever they are and then whatever waypoints are next leading to their airport destination.
the altitudes shown are not accurate - AA329 would have began a descent IMMEDIATELY after the MAYDAY call, they are NOT waiting for controller approval.
@@bart1950They can descend a lot faster than the regular rating. And I think they could go even higher than that and not break apart but will probably be written off. That 747 that went into a dive that one time yikes.
Great job by the controllers recognizing the heavy workload in the cockpit. Unfortunately they usually just barrage the pilots with questions. These guys recognized the workload and were patient. Good job by everyone involved.
It would be nice if all American ATC would use the same thing when requesting fuel on board, some want pounds and others ask for time remaining, just plain stupid the back and forth!
Endurance changes considerably with altitude. Quantity is quantity. ATC seems more interested in time, firefighters want to know quantity. The few times I declared I gave both.
I think they should write the flight number with the souls on-board on a yellow sticky note and put it on the emergency book the pilot not flying has. Right before push back. That would reduce workload in an emergency. The flight number is a catch in case they forget to write it down. they would recognize it is not the correct flight number. I also heard on another ATC posted video, where the all three "compasses" gave different readings. I think the pilots carry ipads, Maybe add a navagation app to the ipad with a compass, altitude and maps so they can compare, along with that all the airports could be added. Or each pilot could be issued a small GPS receiver with the airports added. Garmin has a small one that has GPS, Galleo and Glonass receivers in it, yes it would be a very bad day if all three failed. The airport call sign, runway length and max size of aircraft. I know it would not be FAA certified it would be a backup, backup but using a GPS receiver on a plane as a passenger the consumer grade ones are pretty accurate and there would be 2 for redundancy, that would get you close enough if everything went bad. You would only use them if the plane instruments failed. I thought they still had a manual compass in the middle of the flight deck, yes the old style one with the magnet and the fluid? Why would we need a third AOA sensor? That was sarcasm. Just a thought.
@@MikeGranby a lot of emergency services want fuel in pounds or gallons as it let's then know how much foam they're going to need and hence how many fire trucks. Frankly it's stupid since you're going to send every truck you can man so unless you think you're going to need backup from mutual aid departments it's adding workload on overtaxed pilots for no real gain.
Masks did not deploy according to the recording. I’ve worn those little masks. The only thing scary about that was the fact that i never watch the safety demonstration and didn’t see the little rubber band tabs that you pull so it seals to your face lol. We dropped from 33000 to 10000 feet in 90 seconds. It was on a C-17 though so we didn’t get to see outside hahaha
Being verbose in a controlled way has benefits in stressful situations. Also matching the normal phrases has benefits in an emergency as the pilots are primed to hear them instead of suddenly having to remember the emergency communication process. Instead it’s ‘normal’ comms but just during an emergency. Trying to minimise process differences between normal and emergency is surprisingly important and useful.
Loss of pressurization is one of the few instances where I can't fault ATC for being overly chatty. Loss of consciousness happens in something like 2 minutes when cabin altitude hits 10,000 ft. The info needs to flow early and often. Yes, it increases pilot workload, but seconds matter.
The questions are always "when able" if they are too task saturated they can simply not answer. ATC is not monitoring all adjacent frequencies and information does not necessarily get passed along immediately to whoever the next controller in the chain is. Also asking the questions multiple times from multiple controllers each time gives the pilots plenty of opportunities to realize something they said may be incorrect also the situation can change in which case said question is no longer redundant. Assumptions get people killed.
Loose = not firmly or tightly fixed in place; detached or able to be detached. Lose = be deprived of or cease to have or retain (something). So they were not loosing anything. They were losing something.
What most of these comments are not addressing about the calmness of the pilots is that slot of them are trained and have retired from either the US Air force or they were US Navy pilots. Those men and women are trained to handle emergencies and remain calm.
HazMat means hazardous materials. He is asking if the plane is caring any hazardous cargo like toxic chemicals/waste for example. This is to give first responders info about how to prepare in the event of a crash.
I think it’s less common in the US even though Mayday is still the international default. Meaning either will get the same result. I can imagine the pilot communicating just jumped straight to sending out the emergency call while focusing on something else given it took some time for ATC to get them to identify. They may have also jumped straight to Mayday if they’re used to flying internationally where other phrases may not be expected.
It is pretty rare. Mayday calls are usually reserved for very sudden and major emergencies. Most emergencies happen at a rate where the crew is already in communication with controllers about the situation and they can simply saying "declaring an emergency at this time".
Mayday is used only when there is an immediate danger to lifes. You don't call a mayday if you have minor issue that requires a return. There are levels on distress signals. Mayday is "code red." Others like "pan-pan-pan" and "emergendy" are orange and yellow.
ATC had a lot of repeat questions for busy pilots. I seems that information is not transferred from initial ATC, to approach, to tower. Why don't radios have some digital capacity to provide real time flight data? Fuel remaining from sensors, souls on board programmed at pre-flight, master caution alerts, etc.
GRITTS is probably a waypoint to pass before picking up the runway localizer / navigation aids. The waypoints seem to be "names" made up of randomly assigned groups of 6 letters.
GRITT is a navigation fix, also called a waypoint, the "intermediate fix" on the ILS 9 approach at MIA. It is not standard practice, but an aircraft may enter an approach at an intermediate fix with ATC approval; usually it's allowed if it's an emergency. All navigation fixes that are not themselves a navigational aid (like a VOR) have unique five-letter pronounceable identifiers. ILS fixes are usually defined in relation to a navaid--for example, GRITT is "on the beam" 11.4 miles from the I-BUL localizer (which is the navaid). Other fixes might be the intersection of two or more VOR radials. GPS fixes are defined precisely by latitude and longitude.
Sounds like the first officer handled most of the radios and captain flew the aircraft. Just a guess on how cockpit resource management was used in the emergency.
they have an emergency aircraft returning to the field and somehow ATC can't communicate souls on board, fuel, equipment requirements, etc., to the next controller
Every time I hear these and some other aircraft helps the controllers, it always makes me tear up. They can hear clearly whats going on and the only thing they can do is act as a repeater. Chilling
OK, dumb question incoming from follower not a pilot. First, does it really take 160 minutes of fuel to reach Louisiana from Miami? Since it seems they basically 'just left' how could they not be landing heavy or over-fueled (can't remember exact words). Also, don't O2 masks drop at a certain altitude higher than they were? If so, we're they really in danger? Thanks in advance ❤ Edited to add initially pilot said no to apparatus, then requested it to be there. What changed?
We carry at minimum a 45 minute fuel reserve, and often more depending on weather or enroute congestion and other reasons. Depending on the fuel/passenger/cargo load it is possible that they were still heavier than maximum landing weight. Not all aircraft are capable of dumping fuel, including this 737. It is still possible to land overweight in an emergency situation, however it will require increased runway distance. The decision to land overweight is determined by the type of emergency and runway available. The passenger masks drop automatically if the cabin altitude rises above a certain level. There are different types of decompressions, and it sounds like this one was not an explosive or rapid decompression. Imagine filling a cup under a faucet with a small hole near the bottom, if the faucet is opened enough, the cup will still fill up even with some leaking from the hole. Even if the faucet is turned off, it still takes time before the cup is emptied by the hole. The pressurization system in a jet works the same way.
Why do these controllers not pass messages along to the next agency? How many times does a very busy pilot in a stressful situation, have to keep answering the same questions?!!
Depends on the type off emergency. Mayday is used as the most severe distress call. Pan-pan-pan or emergency are not lifethreatening distress calls and are handled in a different way.
Short-term recordings should be available for these cases where you’re not sure who called reporting an emergency or if the callsign came in a bit garbled. Controller handled it pretty well, though. Very calm and collected.
That's not a bad idea, having like a 10 second replay. But I imagine it would cause confusion if they transmit at the same time you're listening to the playback
We have those in 911 dispatch. Great resource during slower, commonplace events but not usually something that can be used in emergency situations like this. It is oftentimes faster just asking the unit to repeat
Is there not a better ATC process to hand off or share information, such as "did the masks deploy?" Three different controllers asked that question after 329 declared mayday.
That was the correct way to do it. Information gets lost in the shuffle. Asking the same question several times is better than thinking you already have the answer when you dont. The pilots had plenty of time to answer once they had it under control. Ever played a game of telephone? That's why they ask multiple times.
Whoa...he had a heavy 767 on a 3 mile final vs his 5 mile final? Thought they had to be 5mi apart. Surprised ATC didn't force the 767 around due to 329s mayday.
Question for the pros: Why didn't the masks drop? I thought it was automatic. Or maybe there's a setpoint and the pilots got it down low enough before the setpoint was reached?
If you are below certain altitudes, the masks don't need to deploy. I'm not yet familiar with how the oxygen deployment system works but per the Regulations you don't need oxygen until 14000 for passengers and 12500 for the pilots if a leg of the flight will be over the 12500 for 30 minutes or more
I gotta figure out how to not get the same flights like 3 times (including this one that's like 3-4 days later than the first time I saw it?) on youtube feeds.
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Hearing a Mayday and all the alarms going off while contacting ATC had to ramp up the anxiety, especially after they didn't respond for a few seconds.
ATC here. Had it happen once with a single engine cessna. Heart rate goes from 60-160 in a second. I couldn't imagine hearing that from a commercial flight. Luckily in my situation it worked out just as well. Guy was losing his engine asked him if he checked his carb heat, he turned it on and continued on. But that initial call is pretty jarring.
Tower acknowledges that they have requested emergency equipment. Then a couple/few minutes later, the same question is asked. So someone wasn't paying attention or forgot that they had requested the emergency equipment.
They forget under stress I’ve seen that happen before. The tower is talking to a lot of people… all hell is breaking loose for everybody!
And ATC not knowing what they’re dealing with up there. Is the pilot just a little inexperienced and not handling anxiety well? Or are pilot’s experiencing literal hell on earth? So ATC has to swallow their own fear and just be calm voice.
@@bobbyslaton3737 And of course the pilots are in aviate-navigate-communicate mode. Communicate is last, even though ATC wants it to be first.
I was on a Southwest flight from Atlanta to Tampa several years ago. We were cruising at 37k feet when the flight attendant announced that the Captain had tole her that there was a cabin pressurization problem, and that the masks would shortly drop from the ceiling. “When they do PUT THEM ON!”
Sure enough, shortly after there was a loud bang and the masks dropped. It takes a while to descend to 10,000 feet. We diverted to Tallahassee where the pilot bought pizza for everyone while we waited for a replacement plane (3 hours). By the time we got to Tampa I had an emailed refund for the flight and a $200 voucher. Great response from SW.
yeh, but he lossing preture, no?
My son flies for SW and luckily so far has not had an IFE, but when he was USAF flying KC-135 tankers they had to divert to Iceland during a trans-Atlantic flight for this exact same reason - loss of pressurization.
That must’ve been a heck of a lot of pizza
@@puhoyzzee4364 at least 20 boxes 😋😋
thats funny, I had a safety problem on a Air canada flight as well, and then they cited "safety problem" as the reason why they wouldn't reimburse me anything. what a joke
Just a note for nervous fliers.. on modern aircraft with modern training, loss of pressurization is easily manageable. If you ever get in this situation it might be scary and they will point the aircraft down more than seems good, but they're just reaching 10k miles as quickly as possible to avoid issues with medically frail passengers. Rapid but consistent descent is actually a good sign, it means the pilots are in complete control.
Cabin pressure is not particularly important for flight, it's important for health over an extended period of time. The pilots have different masks than passengers that can sustain them in excellent health for extended periods. Passenger masks are for short term use and technically unnecessary (for long term health) with the rapid descent the pilots will perform.
You may have read about pressurization accidents in the past. But so have airlines, and they've spent millions learning from them. Pilots sim loss of pressurization many, many hours each year and if their mask drops you'd be shocked how quickly they have it on. If the pilots have masks on and a working engine, you're going to be fine.
I've flown in a glider at around 14,000ft for about an hour without oxygen. I didn't notice any ill effects.
@@ColinWattersI've hiked mountains at 14,000 ft, and not particularly in great shape.
It’ll be a while until they reach 10k miles though. 😊
Every time I hear mayday calls, I’m always amazed at how calm (for the most part) the majority of the conversations are
the first rule of the "Hitch hiker's guide to the galaxy"....well the second after "do you know where your towel is" is written right on the front "Don't Panic"
it's something that you learn in survival, panicking uses more oxygen and ramps up your adrenaline, making it harder to think clearly.
It's that or die basically
@@Kafj302 What a great movie reference.
I’m former LE and have done survival training. You’re absolutely correct…when people panic, people can die/get injured. It’s still amazing to me when these situations occur.
The History Buff channel covers this for the movie Apollo 13. When the part comes up with all the alarms and explosions happening in the movie, the radio chatter is chaotic.
Hollywood had to make it extremely dramatic because it was the complete opposite. The actual radio conversation between the astronauts and Houston was quite boring and calm.
Thank you for interacting.
It is possible because they are very well trained in flying, radio communications and simulated emergencies. When you are well trained you can have the calmness
well put all staff with untrained woman(or man) and a social media sissy, that would be fun.
Through a series of unfortunate events lol, I was on this flight. It wasn’t as bad as you might be thinking, the oxygen masks didn’t come out of the ceiling but I do remember the excellent job by the cabin crew of keeping everyone calm and informed.
Since the masks didn’t come down, it did help the anxiety quite a bit. I still wondered if this was it for me for most of it anyhow (I’m at best a nervous flyer.)
It was like a month later that the titan submersible was lost and I was just glad it didn’t happen the month before or else I might have been screaming like a little girl. Lol.
American Airlines was just as nice as they could be. I felt like hugging the Captain when we deplaned. He looked Sully like, you know? Central casting for an airline pilot. And he just looked like the emergency was just routine. No biggie.
Haven’t been on a plane since but hopefully will be ok to fly again lol. Like I said, nervous flyer.
Whew.
glad you're okay ❤
It’s interesting that the masks didn’t deploy, they should have, no?
@@somethingsomething404 If the cabin altitude surpasses 14000 feet, then yes
Glad you’re all okay.
I would hsve bern tempted if I was stewardess to pull them fown okay it fidnt get to that pressure inside cabin but after bring mums carer and as a teenager msny moons back in St John's ambulance an ideal body oxygen level is 90%,anything under 85% heeds oxygen elderly children under 6 older children eith heslth isdues adults eith lung snd heart sndxsttojeviddues need oxygen more thsn other in these circumstances proberly pregnant women in last trimester the elderly
So that ptoberly covers 3/4 of planecpaseengers .
Do if id bern stewardess id deployed them gor the passengers better to fo thatvygen have a compensation claim vos donrones gad a heart attack dttoje bad asthma attsck
Aviate, Navigate, Communicate. In that order, in an emergency. That's why you might not hear from an aircraft in distress immediately since the pilots have to prioritise flying the aircraft first and diagnosing the problem, they'll talk to you when they can.
Damn right. Talk to you later when I have control of aircraft.
💯!!
I had the same situation single pilot FL320 lost complete pressurization. Boston center was great, I just told them I was rapidly descending to 10,000 ft and they instantly knew what was going on got everyone out of my way and didnt ask questions until I was level.
It's pretty amazing sometimes these controllers don't have like an understanding of what is going on. It's pretty clear right off the bat that they have a pressurization problem and they need to descend. And when they ask for a diversion to fort Myers their intention is probably to land in fort Myers.
@MrLabbott
Never assume.
In emergencies, you always want the clearest, most definitive answer possible, as soon as possible. And double-check periodically, because circumstances change rapidly and you may not have been informed.
@@darkwater72 but bro he was ignorant , just like 9/11.
@@Tesla_Copilot For aircrew, yes it's quite obvious, but unless ATC has heard this happen before, they may not be aware.
Transferring between 4 controllers and frequencies in the middle of an emergency is terrifying to me. This is why I am glad that trained professionals fly these things.
It's why I'm glad there's two trained Professionals in that plane. The idiots that want to save on pilot by only putting One Pilot in a plane should be on this flight.
@@RowanHawkins To be fair there are plenty of single pilot operated passenger flights around the world every day.
Having said that, listening to ATC broadcasts really convinced me that once you start getting to dozens of passengers or more with pressurised aircraft. Two pilots is a reasonable minimum during Take Off, Ascent, Descent, and Landing. It even gets highlighted with the terminology not being Pilot and Co-Pilot but Pilot Flying and Pilot Monitoring. The Pilot Monitoring is pretty much dedicated to radios and general plane systems.
I can see an argument for a single pilot for long haul once established in the cruise. But for the start and end phases of flight it really has to be two. Even some agencies looking into it are only looking at that long haul cruise section right now.
Well, who did you expect to fly commercial planes, plumbers?
I was in the fire service for a number of years and in a situation like that they either moved all other radio traffic to a different channel and kept the mayday where they were. You would think there would be an emergency center frequency that they could change the flight to and that would isolate the mayday aircraft and allow the center to talk them through the entire process without additional changes.
@@jhartlov My best guess is some combination of they don't have enough controllers to just keep one on standby for emergencies the whole time, and as it moves through different stages of the approach the controller in charge of that section of the approach and any other pilots need to hear so they know what the emergency plane is doing. It may be more about letting everyone else know to stay out of their way more than about their workload. Also, there is a frequency called GUARD that is always monitored by basically everyone that could probably function like that. Not a pilot, just know a bit about these things.
Slow pressurization leaks are most commonly caused by the cargo bin thresholds being dented by beltloaders. When I was a ramp agent, we were trained extensively to leave a small gap between plane and beltloader to prevent it, and during our walk around prior to pushback, any dent in the threshold needed to be reported to the captain and our supervisor.
Cargo compartment is not pressurized.
@YuriRosas_ Boeing 737 aircraft cargo bins are indeed pressurized. The full fuselage is the pressure vessel, it doesn't magically stop at the cabin floor.
Without pressurization you couldn’t carry any animals or transport certain cargo items.
As a former loadmaster, you're not taking any equipment near the jet without me having eyes on it. Even damage damage on a pressurized door can result in structural failure.
If they want to, these things go down FAST! Friend of mine was on a flight across Europe when suddenly the pilot pitched down, full airbrakes out, engines to idle. Reason? Medical emergency, cardiac arrest🥶. She (herself a private pilot) was nervous😅. Stated: it felt like falling out of the sky, but controlled. From FL 340 to touchdown was exactly 12 minutes😵💫😵💫
Crazy
@@V1AbortV2 LOL? And men lack the judgment of their own abilities, that’s why so many men fly after their age where they shouldn’t be sitting behind the yoke anymore.
Get out of here with those sexist comments! Apart from it just being absolutely sexist, she was on that plane as a passenger.
@@flomoose7315women can barely drive let alone fly 40k ft in the air
@@392chop8 Statisticallty, women get into less accidents.
Female pilots have crashed far fewer aircrafts than men aswell, get the fuck out with that sexist shit😂 statements like that just prove youre parroting your sexist communitys comments rather than thinking for yoursefl
Those few silent seconds without the response from American are incredibly tense. Good job on those pilots and the ATC as well as the other pilots mentioning American’s most recent call. Glad they’re okay and G-d Bless Them, Amen 🙏
Amen
When you hear silence during a Mayday situation, just keep in mind that a pilot's priorities are, in order of priority 1) Aviate -fly the plane, 2) Navigate - figure out where you are and where you're headed, and 3) Communicate -talk with the controller. I was surprised at how often the controllers asked questions, especially when they got the answer only to have the next guy ask the same thing again.
@@JGlaister When the Mayday call is transferred from the first center to the next one to the destination for the Mayday plane is enroute, are the audios from one center to the next immediately available, & if not, why not?
@@JGlaister I believe the silence is trimmed from these recordings/ Whole thing could have taken thirty minutes+
AA pilots were super busy. Glad they made it back in one piece. Thank you to all the professionals involved
Fascinating. They all did such a wonderful job maintaining their composure and handling the entire situation. Love to hear it.
Props to the ATC knowing excatly how to be as specific as possible and yet not giving way too much information. Rapid decompression is super high workload for the pilots for at least the first few minutes of the rapid decent.
As someone who’s terrified of flying it gives a lot of comfort to hear how professional and level headed these pilots and ATCs were. All those numbers and information in 4 dimensions said clearly and concisely. Awesome people 👍🏼
It does give some added confidence in the system so that's good. It's a shame so many are afraid to fly to the point it's almost debilitating. So much safer than any other form of transportation. I worked for a major years ago but now we strictly drive since we bought a sprinter type van to visit family across country. We avoid flying for many reasons, none of which are safety related but we also now have more time to take a scenic route. I hope you're looking forward to your next flight without any reservations, pardon the lame pun.
@@vanlifeonthego6684 🤣 pun made me laugh out loud!
Thank you for the comment. I live in Ireland so whilst I hope one day to travel across the US by Amtrak and Europe and Asia by the many great rail services I will no doubt have to take a flight at some stage (or a two week cruise and that’s just as scary to me!) I’ve been terrified since childhood for no reason that I can recall but perhaps I saw a frightening movie or something. Videos like this really do help me to think rationally instead of pie in the sky (oops I did it too! 🤣) worst case scenario terms. I’ve also watched videos specifically aimed at fearful flyers and one thing has always stuck out as it made me laugh so hard - turbulence has always worried me. The thought you could end up in an “air pocket” and kablamo, you’re done for! This one guy explained there is no such thing. We dont walk around on the street and suddenly find ourselves in an air pocket gasping for breath! Understanding more means I will get on a plane again because life’s too short miss out on a beautiful world and I know I’m more likely to die every day I drive my car.
Incidentally, hubby and I long to buy a van to convert and take some road trips across Europe. Enjoy the van and scenery. Safe travels 👍🏼
This is why pilots do as much training as they do. Yes it's for regular stuff like takeoff and landings, but it's the 1 in a million situations they're trying to address. Just look the movie "Sully". It's this type of situations that all the normal stuff is almost reflex so they can give more attention to the actual problem, and get everyone safely on the ground.
Air travel genuinely is the safest way to move about, exactly because of this.
ATC, the calm voice in the chaos .... Great job!
Why wouldn't HE be calm? He is breathing just fine.
If you have ever been the contoller in this kind of situation you might understand why a controller might not sound calm. Each person reacts differently.
The masks (also known as the rubber jungle) are designed to sustain life, just enough oxygen to keep you alive but not necessarily conscious. They deploy automatically when the cabin altitude hits 10,000 feet. . . Which constitutes a medical emergency, thats why Center wanted to know. The time of useful consciousness at 32,000 feet is barely under half a minute. Kudos to the pilots who nosed it over, put on their masks and then declared mayday x3. They kept the cabin from reaching 10k feet, by the book. . . and yes Center is intrusive, but they have to get as much information as soon as they can, in case things don’t go so well. . . Good Pilots, you could hear the youth in their voices.
Your comment makes it sound like you are suffering from hypoxia. Get checked out by a doctor.
Actually, the reason fire wants to know if the passenger masks deployed is because it is a potential fire hazard to open the door with the masks deployed and the oxygen candles burning. The pilots are, of course, on masks connected to oxygen tanks.
Masks auto deploy at 14,000 cabin altitude.
I think that's passenger oxygen. Pilot oxygen are designed to keep you alive *and able to fly*.
@@N1120A so, just assume that the masks have deployed, and if you later discover they haven’t, no problem. Asking the pilots to confirm something they can’t see from the flight deck, every three minutes is just interference.
As a flight attendant, all i can say is thank God. I secretly pray every time we take off in particular and land. Well done ATC! The TUC is limited for all, terrifying because its generally gradual and don't realize. The crew cares more than most realize about safety. We want nothing more than get there safely too.
It was not God. It was pilots and ATC.
Love this! People put way too put trust in themselves which is prideful. Ultimately, you want God to be the one in control not us flawed humans.
@@Shaladash Credit god for the depressurization too then please...
@@landsgevaer I can’t blame God for human error.
@@Shaladash But sure you can. In your view, he created us knowing that human would make that error, surely!?
But anyway, then you cannot credit him for a human saving the situation either. Double standards: sumtin good happens, god diddit; sumtin bad, not his fault.
Every time I hear this video I get chills! The alarms and the level of stress in the pilots voice is extremely intense
Especially the gap between the Mayday call and the ATC confirming who was calling. I can't imagine what was going through his head right then. Seconds must have felt like minutes.
Very well put together video: clean visual aids, audio sync, subtitles remarks, back and forth conversations, etc 👍
I love hearing ATC have to call them multiple times for answers. They were aviating and navigating first, just like they should.
Hearing the alarms in the background... chilling.
Well done everyone......so reassuring to hear everyone so calm
I'm pretty sure I heard the pilot's sphincter chewing on the seat cushion like a horse with a bit.
I was on a AA plane that did an emergency descent due to the pressurization pump (or whatever it is called) failing. We never actually lost pressurization. It seemed to concern the stewardesses but I didn't even know what was going on.
That's ideal. In the event the masks drop, the ride to 10,000 feet will be dictated by the operational limits of the aircraft. I've never done it, but Kelsey on 74 Gear likens it to being on NASA's specially equipped 737 known affectionately as the "Vomit Comet." It affords the ability to operate in a briefly sustained zero-G environment without the expense of rockets. I think the word he used was "unsettling," and this is from a guy who flies 747s for a living. 😅 Glad you're alive to tell the tale. I always like first-hand accounts, even if they're not worthy of a documentary. Sometimes, a boring ending is a good thing.
@@DukeStarbuckle The stewardess said I looked distressed over the rapid descent and offered me another drink without me asking. I didn't even notice we were in a rapid descent. So I guess American Airlines or Alcoholics Anonymous would be correct :)
@@kdawson020279 👍♥🇺🇸
@@kdawson020279Isn't there a point at a sustained decent where you no longer feel it as long as the rate stays the same?
@@devinthierault That's tricky. As long as the maneuvers stay within a certain margin of 1g, the concept of "inertial reference frame" kicks in once you acclimate. The problem with an emergency descent is that it typically doesn't last long enough to reach equilibrium, and you're experiencing a pressure gradient as well as experiencing lowered G forces. In a descent at 17 degrees nose down (which is where an Airbus will limit pitch under Normal Law), you're going to feel like you're on a roller coaster, except you're going to be on one with a roughly 20,000 foot first hill. NASA has a specially equipped (I wanna say 737) jet with a padded passenger compartment known as the Vomit Comet, used to simulate 0g by climbing and then descending rapidly; I imagine the sensation would be similar, although not necessarily as severe, as the goal of an emergency descent is to get to 10,000 feet in less than the time it takes supplemental oxygen to run out, and not to make everyone weightless for a minute or so at a time. I wish I had a better answer, but the OP here has experienced it and I haven't, so it's educated speculation on my part.
As a former military controller I was chewing my finger nails off listening to that first controller. Spit. It. Out. Dude.
I agree
omg same. I had to come to the comments to see if anyone felt that way also! I understand people trying to speak clearly, but he seemed to be just talking so slowly.. It was stressful listening to it
Well done everyone......so reassuring to hear everyone so calm. ATC, the calm voice in the chaos .... Great job!.
Do you know what caused the depressurization?
The way professionals handle emergency radio traffic is just awesome!!
At times it seems that ATC is asking so many questions that it takes away from the primary job of the pilots, flying their aircraft.
It does, and the sporadic problems with communications didn't help at all. But - it was essential that ATC learned what was going on so they could best direct and assist the American 329 flight crew.
Also, in these situations pilots are taught to aviate, navigate, then communicate if they can spare the mental load.
If the pilots don't respond, they're busy.
From Cincinnati to Kansas City on a small jet. Delta puddle jumper. Was over St. Louis when we did a hard u-turn and a steep dive. The pilot told us that the plane was losing hydraulics and we needed to land now. Luckily we just passed Lindbergh. All I could do was think of my family. Caught a Southwest home.
Man! Imagine you are sitting at you desk, it is a chill day, and you are handling business for your customers when all of the sudden, one of your customers says they have an emergency that may cost them their lives and the lives of another 100+ people. And you have to help them!!! And stay calm, give them useful information and keep your other customers out of their way. Sheesh!!! The life of an air traffic controller can be intense.
These are great, including the speed up to the next communication, but it would be helpful to also have a displayed timestamp
Y'all managed to misspell 'losing' twice, in two different ways, in the thumbnail and description, just a heads-up.
I remember when i was younger (by about 20 years) and flying on a bae146 from manchester to the continent. We had an engine failure and pressurisation failure and until i performed my own emergency decent in training 10 years later i hadnt felt that push over. All the bits on the floor becoming airbourne. That pilot really pushed that little 146 over.
They're tough little planes!
Ive seen a lot of these kinds of videos, the alarms going off in the background dont happen often but when they do its like someone flipped an anxiety switch, you know shit is getting real.
Even though this already happened and a good outcome resulted, I still begin rapid breathing and start to sweat hearing the alarms in the background while declaring and descending.
Lol. Me too!
Good stuff. I was an ARTCC Comm tech back in the day... one of my jobs was dubbing off audio recordings from the master tapes for accident investigations. This was handled well, though maybe more of a pan-pan.
I miss the Flight Level and the EM marking emergency aircraft on the radar
Legit question! 4:37 ATC's voice wobbles, like tears in his voice?
I imagine' Souls on Board' does eat away at you
So... were they missing any panels?
7:23 OK guys, stupid question but I have never heard of this before and I don’t watch these videos much unless I possibly have a trip planned that requires flying but what is the pilot requesting when he asks for “direct to GRITT?
There are specific waypoints along a flight path, locations planes navigate to along a path from one airport to another. These waypoints have unique names. Once they reach one waypoint they navigate to the next until they are directed to their final airport destination. Sometimes pilots are told "cleared direct (waypoint name) which means they can navigate to that waypoint from wherever they are and then whatever waypoints are next leading to their airport destination.
Not sure which is worse :
‘loosing’ or ‘lossing’?😂😂😂😂😂😂😂😂😂
Why didn’t the EM show up on screen for emergency designation?
1:44 no controller wants to hear that after a couple minutes of silence
the altitudes shown are not accurate - AA329 would have began a descent IMMEDIATELY after the MAYDAY call, they are NOT waiting for controller approval.
Great teamwork across the board!!
The masks and equipment questions honestly remind me of Leslie Nielsen's immortal "Good luck, we're all counting on you!"
Shirley you can't be serious!
@@stargazer2504 I am serious, and don't call me Shirley
Done that joke too many times!
Likely different protocol for emergency response if masked dropped. (Extra ambulances needed if pressure got to point masks dropped)
Just curious how rapidly a 737 800 can descend from 32k to 10k without stressing the airframe.
I think they can descend around 8k-9k a minute. So just under 3 minutes.
@@bart1950They can descend a lot faster than the regular rating. And I think they could go even higher than that and not break apart but will probably be written off. That 747 that went into a dive that one time yikes.
Was the pressurization tightened? Or was it winning?
Lossing pressure is a bummer. Losing it is even worse.
Same 😂
I was looking for a comment like this😂
"Do you need equipment?"
"No, but I'm definitely going to need a clean pair of underwear."
Great job by the controllers recognizing the heavy workload in the cockpit. Unfortunately they usually just barrage the pilots with questions. These guys recognized the workload and were patient. Good job by everyone involved.
It would be nice if all American ATC would use the same thing when requesting fuel on board, some want pounds and others ask for time remaining, just plain stupid the back and forth!
Last time I looked, the book said fuel in hours.
Endurance changes considerably with altitude. Quantity is quantity. ATC seems more interested in time, firefighters want to know quantity. The few times I declared I gave both.
I think they should write the flight number with the souls on-board on a yellow sticky note and put it on the emergency book the pilot not flying has. Right before push back. That would reduce workload in an emergency. The flight number is a catch in case they forget to write it down. they would recognize it is not the correct flight number.
I also heard on another ATC posted video, where the all three "compasses" gave different readings. I think the pilots carry ipads, Maybe add a navagation app to the ipad with a compass, altitude and maps so they can compare, along with that all the airports could be added. Or each pilot could be issued a small GPS receiver with the airports added. Garmin has a small one that has GPS, Galleo and Glonass receivers in it, yes it would be a very bad day if all three failed. The airport call sign, runway length and max size of aircraft. I know it would not be FAA certified it would be a backup, backup but using a GPS receiver on a plane as a passenger the consumer grade ones are pretty accurate and there would be 2 for redundancy, that would get you close enough if everything went bad. You would only use them if the plane instruments failed. I thought they still had a manual compass in the middle of the flight deck, yes the old style one with the magnet and the fluid?
Why would we need a third AOA sensor? That was sarcasm.
Just a thought.
@@MikeGranby a lot of emergency services want fuel in pounds or gallons as it let's then know how much foam they're going to need and hence how many fire trucks. Frankly it's stupid since you're going to send every truck you can man so unless you think you're going to need backup from mutual aid departments it's adding workload on overtaxed pilots for no real gain.
At least they called a mayday rather than declaring an emergency.
Didn’t another American flight to New Orleans out of Miami have a fuel leak recently ?
Masks did not deploy according to the recording. I’ve worn those little masks. The only thing scary about that was the fact that i never watch the safety demonstration and didn’t see the little rubber band tabs that you pull so it seals to your face lol. We dropped from 33000 to 10000 feet in 90 seconds. It was on a C-17 though so we didn’t get to see outside hahaha
When a C-17 goes full flaps at altitude it drops like a rock. Fast enough you'd get pulled out of your seat.
All great people!!! Really great!!!!👏👏👏👏👏👏👏👏👏👏👏👏👏👏👏👏
I love how the controller says yes, yes, yes.... never a no from him. Fantastic job
It always feels like ATC is way too verbose in this situations. Give a heading and stand by!
Being verbose in a controlled way has benefits in stressful situations. Also matching the normal phrases has benefits in an emergency as the pilots are primed to hear them instead of suddenly having to remember the emergency communication process. Instead it’s ‘normal’ comms but just during an emergency. Trying to minimise process differences between normal and emergency is surprisingly important and useful.
However ATC was not way too verbose in this case. Pilot did say standby when he could not reply immediately.
Loss of pressurization is one of the few instances where I can't fault ATC for being overly chatty. Loss of consciousness happens in something like 2 minutes when cabin altitude hits 10,000 ft. The info needs to flow early and often. Yes, it increases pilot workload, but seconds matter.
Yes, lots of phraseology errors.
X3, loss of consciousness would occur in about two minutes at 30,000 feet. Useful consciousness at 10,000 feet is indefinite.
Fire Chief, can you check if we are missing panels... as usual? 😅
The shadow below the plane it is a such a great detail! 😊😊😊
Losing not loosing
Managing to misspell "losing" in two different ways in both the thumbnail and video title is quite impressive
Exactly.
Why you gotta be like this?
I also get the two mixed up
And the voice captioning to. Err too.
why did their radio fidelity decay??
Man, it's like a friggin interview on the flight deck. So many ATC questions and repeated requests for information they already gave.
they need that information for ground services and they need it to be precise. it's not like they are asking pilots about their dinner
The questions are always "when able" if they are too task saturated they can simply not answer. ATC is not monitoring all adjacent frequencies and information does not necessarily get passed along immediately to whoever the next controller in the chain is. Also asking the questions multiple times from multiple controllers each time gives the pilots plenty of opportunities to realize something they said may be incorrect also the situation can change in which case said question is no longer redundant. Assumptions get people killed.
loose = the opposite of tight
lose = the opposite of gain
...and who knows what "Lossing" is?
That is a new English word invented just for this video by a natural genius.( not an AI)
La-hoo-Sa-her - Ace Ventura
Just curious…what is the definition of “loosing” something?
Loose = not firmly or tightly fixed in place; detached or able to be detached.
Lose = be deprived of or cease to have or retain (something).
So they were not loosing anything. They were losing something.
Interested to know why the tower asked a few times if the masks in the cabin had deployed.
If I were to guess, maybe its to help make a decision on whether to evaluate the passengers for hypoxia
O2 flowing would also increase fire risk, I assume.
What is Lossing?
What most of these comments are not addressing about the calmness of the pilots is that slot of them are trained and have retired from either the US Air force or they were US Navy pilots. Those men and women are trained to handle emergencies and remain calm.
would be nice to see the altitude of the aircraft throughout the video...
What does it mean when he asked if there was and HazMat on board please? :)
HazMat means hazardous materials. He is asking if the plane is caring any hazardous cargo like toxic chemicals/waste for example. This is to give first responders info about how to prepare in the event of a crash.
@@notabelas3987 oh that makes so much sense! Thank you :)
That first controller exchange from the uuuh uuuum dude to the efficient professional one was staggering.
I’d watch out for those passengers without souls - zombies can wreak havoc on a plane.
My ex was soulless 😂
There are always more souls than passengers.
I wonder if they count the gingers onboard
Afaik they ask it that way because sometimes planes also transport corpses.
Is it just me, or is this is a rare instance of US pilots using MAYDAY in radio communication within the US?
I think it’s less common in the US even though Mayday is still the international default. Meaning either will get the same result. I can imagine the pilot communicating just jumped straight to sending out the emergency call while focusing on something else given it took some time for ATC to get them to identify. They may have also jumped straight to Mayday if they’re used to flying internationally where other phrases may not be expected.
It is pretty rare. Mayday calls are usually reserved for very sudden and major emergencies. Most emergencies happen at a rate where the crew is already in communication with controllers about the situation and they can simply saying "declaring an emergency at this time".
A mayday is so rarely used. It’s reserved for the ultimate “oh, fuck!” situations.
For those other situations pan pan is used.
Mayday is used only when there is an immediate danger to lifes. You don't call a mayday if you have minor issue that requires a return. There are levels on distress signals. Mayday is "code red." Others like "pan-pan-pan" and "emergendy" are orange and yellow.
ATC had a lot of repeat questions for busy pilots. I seems that information is not transferred from initial ATC, to approach, to tower. Why don't radios have some digital capacity to provide real time flight data? Fuel remaining from sensors, souls on board programmed at pre-flight, master caution alerts, etc.
What's GRITT, a waypoint?
GRITT is likely the name of the waypoint. Many of them are known by five letter names.
What did ATC mean with HazMat?
Emergency services wants to know if they are hauling hazardous material.
Is it acceptable to have cleared the 767 a few miles ahead of this emergency landing?
"Caution wake tubulence from inbound 767 on 3 mile final."
When the aircraft got to 10000 feet safely it wasn't an emergency anymore.
WTH is the "GRITTS" referred to in the recording ?
GRITTS is probably a waypoint to pass before picking up the runway localizer / navigation aids.
The waypoints seem to be "names" made up of randomly assigned groups of 6 letters.
GRITT is a navigation fix, also called a waypoint, the "intermediate fix" on the ILS 9 approach at MIA. It is not standard practice, but an aircraft may enter an approach at an intermediate fix with ATC approval; usually it's allowed if it's an emergency.
All navigation fixes that are not themselves a navigational aid (like a VOR) have unique five-letter pronounceable identifiers. ILS fixes are usually defined in relation to a navaid--for example, GRITT is "on the beam" 11.4 miles from the I-BUL localizer (which is the navaid). Other fixes might be the intersection of two or more VOR radials. GPS fixes are defined precisely by latitude and longitude.
Are the cabin and cockpit pressurized separately?
Negative.
Why didn't the cabin masks deploy? All pax ok?
It was not a rapid decompression and there was enough breathable air and they got to safe altitude before they lost too much oxygen.
Are we lossing power, loosing power, or losing power? Just askin!
Sounds like the first officer handled most of the radios and captain flew the aircraft. Just a guess on how cockpit resource management was used in the emergency.
they have an emergency aircraft returning to the field and somehow ATC can't communicate souls on board, fuel, equipment requirements, etc., to the next controller
Better to get it from the source in these situations to avoid chinese whispers scenario.
Every time I hear these and some other aircraft helps the controllers, it always makes me tear up. They can hear clearly whats going on and the only thing they can do is act as a repeater. Chilling
OK, dumb question incoming from follower not a pilot. First, does it really take 160 minutes of fuel to reach Louisiana from Miami? Since it seems they basically 'just left' how could they not be landing heavy or over-fueled (can't remember exact words). Also, don't O2 masks drop at a certain altitude higher than they were? If so, we're they really in danger? Thanks in advance ❤ Edited to add initially pilot said no to apparatus, then requested it to be there. What changed?
We carry at minimum a 45 minute fuel reserve, and often more depending on weather or enroute congestion and other reasons.
Depending on the fuel/passenger/cargo load it is possible that they were still heavier than maximum landing weight. Not all aircraft are capable of dumping fuel, including this 737. It is still possible to land overweight in an emergency situation, however it will require increased runway distance. The decision to land overweight is determined by the type of emergency and runway available.
The passenger masks drop automatically if the cabin altitude rises above a certain level. There are different types of decompressions, and it sounds like this one was not an explosive or rapid decompression. Imagine filling a cup under a faucet with a small hole near the bottom, if the faucet is opened enough, the cup will still fill up even with some leaking from the hole. Even if the faucet is turned off, it still takes time before the cup is emptied by the hole. The pressurization system in a jet works the same way.
@@As_A________Commenter wow, thank you! That explanation of decompression is instructor worthy 🙏💞
Why do these controllers not pass messages along to the next agency? How many times does a very busy pilot in a stressful situation, have to keep answering the same questions?!!
That Center controller wasn’t on his A game on this shift. He sounded very behind the situation.
Why do theses controllers not listen
I’m surprised the controller kept repeating “mayday”. Shouldn’t they have said “aircraft declaring an emergency” or similar?
Nope. Mayday is international standards and shortest thing to say during an emergency
Depends on the type off emergency. Mayday is used as the most severe distress call. Pan-pan-pan or emergency are not lifethreatening distress calls and are handled in a different way.
How dId you manage to misspell "losing" twice?
Wow you managed to spell "losing" incorrectly two different ways in one post. Impressive.
Short-term recordings should be available for these cases where you’re not sure who called reporting an emergency or if the callsign came in a bit garbled. Controller handled it pretty well, though. Very calm and collected.
That's not a bad idea, having like a 10 second replay. But I imagine it would cause confusion if they transmit at the same time you're listening to the playback
20 yrs ago they existed at my 911 center..great resource
We have those in 911 dispatch. Great resource during slower, commonplace events but not usually something that can be used in emergency situations like this. It is oftentimes faster just asking the unit to repeat
Is there not a better ATC process to hand off or share information, such as "did the masks deploy?" Three different controllers asked that question after 329 declared mayday.
Yes, the coordination between the controllers wasn't great. Other than that, they did a good job.
Might be the rescuers asking that repeatedly. They're prepping for worst case.
That was the correct way to do it. Information gets lost in the shuffle. Asking the same question several times is better than thinking you already have the answer when you dont. The pilots had plenty of time to answer once they had it under control. Ever played a game of telephone? That's why they ask multiple times.
Whoa...he had a heavy 767 on a 3 mile final vs his 5 mile final? Thought they had to be 5mi apart. Surprised ATC didn't force the 767 around due to 329s mayday.
How many times do they need to answer the same question
Question for the pros: Why didn't the masks drop? I thought it was automatic. Or maybe there's a setpoint and the pilots got it down low enough before the setpoint was reached?
If you are below certain altitudes, the masks don't need to deploy. I'm not yet familiar with how the oxygen deployment system works but per the Regulations you don't need oxygen until 14000 for passengers and 12500 for the pilots if a leg of the flight will be over the 12500 for 30 minutes or more
I gotta figure out how to not get the same flights like 3 times (including this one that's like 3-4 days later than the first time I saw it?) on youtube feeds.
I know right? That's why i'm only subscribed to this channel, i know i'm going to get the same from 3 more channels so i only watch one
You show that plane going right over my house on the way back. I was probably wondering why that big plane as so low when it flew over. Now I know!